JP2000346093A - Clutch driving device for vehicle - Google Patents
Clutch driving device for vehicleInfo
- Publication number
- JP2000346093A JP2000346093A JP11159519A JP15951999A JP2000346093A JP 2000346093 A JP2000346093 A JP 2000346093A JP 11159519 A JP11159519 A JP 11159519A JP 15951999 A JP15951999 A JP 15951999A JP 2000346093 A JP2000346093 A JP 2000346093A
- Authority
- JP
- Japan
- Prior art keywords
- hydraulic
- cylinder
- shaft
- pneumatic
- clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Landscapes
- Arrangement Of Transmissions (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、車両のクラッチ駆
動装置の改良に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in a clutch driving device for a vehicle.
【０００２】[0002]
【従来の技術】四輪駆動車やハイブリッド車等等の車両
にあっては、車両の動力伝達経路に自動的に作動するク
ラッチが備えられる。2. Description of the Related Art A vehicle such as a four-wheel drive vehicle or a hybrid vehicle is provided with a clutch which operates automatically on a power transmission path of the vehicle.
【０００３】従来、この種のクラッチ駆動装置として、
例えば特開平６−１６６３３８号公報に開示されている
ように、クラッチの断接を駆動する油圧シリンダと、油
圧ポンプ等で構成される油圧源と、油圧源と油圧シリン
ダを結ぶ油圧回路とを備え、油圧源から導かれる作動油
を油圧シリンダに給排して油圧シリンダを伸縮作動させ
るものがある。Conventionally, as this type of clutch driving device,
For example, as disclosed in Japanese Patent Application Laid-Open No. 6-166338, a hydraulic cylinder for driving the connection and disconnection of a clutch, a hydraulic source including a hydraulic pump and the like, and a hydraulic circuit connecting the hydraulic source and the hydraulic cylinder are provided. There is a type in which hydraulic oil guided from a hydraulic pressure source is supplied to and discharged from a hydraulic cylinder to extend and retract the hydraulic cylinder.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、このよ
うな従来装置にあっては、油圧源に油圧ポンプ等を備え
る構造のため、これが車両の重量を増大させたり、駆動
損失を増大させる要因になるという問題点があった。However, such a conventional apparatus has a structure in which a hydraulic source is provided with a hydraulic pump or the like, and this causes an increase in the weight of the vehicle and an increase in drive loss. There was a problem.
【０００５】本発明は上記の問題点を鑑みてなされたも
のであり、車両のクラッチ駆動装置において、車両の重
量増大を抑えるとともに、駆動損失を低減することを目
的とする。SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object of the present invention is to provide a clutch driving device for a vehicle that suppresses an increase in the weight of the vehicle and reduces driving loss.
【０００６】[0006]
【課題を解決するための手段】第１の発明は、車輪の駆
動力を伝達する経路に介装されるクラッチと、クラッチ
を駆動する油圧シリンダと、油圧シリンダに導かれる駆
動油圧を発生する油圧源シリンダと、油圧源シリンダを
駆動する空気圧シリンダと、車両に搭載される空気圧源
と、空気圧源から導かれる加圧空気を空気圧シリンダに
給排する弁手段とを備えるものとした。According to a first aspect of the present invention, there is provided a clutch interposed in a path for transmitting a driving force of a wheel, a hydraulic cylinder for driving the clutch, and a hydraulic pressure for generating a driving hydraulic pressure guided to the hydraulic cylinder. A source cylinder, a pneumatic cylinder driving a hydraulic source cylinder, an air pressure source mounted on a vehicle, and valve means for supplying and discharging pressurized air guided from the air pressure source to the pneumatic cylinder are provided.
【０００７】第２の発明は、第１の発明において、油圧
源シリンダと空気圧シリンダを別体で形成するものとし
た。In a second aspect based on the first aspect, the hydraulic power source cylinder and the pneumatic cylinder are formed separately.
【０００８】第３の発明は、第１または第２の発明にお
いて、油圧源シリンダに収装される油圧ピストンと、空
気圧シリンダに収装される空気圧ピストンと、空気圧ピ
ストンに対する油圧ピストンのストロークを調節するレ
バーとを備えるものとした。In a third aspect based on the first or second aspect, the hydraulic piston accommodated in the hydraulic source cylinder, the pneumatic piston accommodated in the pneumatic cylinder, and the stroke of the hydraulic piston relative to the pneumatic piston are adjusted. And a lever to be used.
【０００９】[0009]
【発明の作用および効果】第１の発明において、空気圧
シリンダは空気圧源から弁手段を介して給排される加圧
空気によって伸縮作動する。油圧源シリンダは空気圧シ
リンダに連動して伸縮作動する。油圧シリンダは油圧源
シリンダから導かれる油圧により伸縮作動してクラッチ
を駆動する。In the first aspect of the present invention, the pneumatic cylinder is extended and contracted by pressurized air supplied / discharged from a pneumatic source via valve means. The hydraulic pressure source cylinder expands and contracts in conjunction with the pneumatic cylinder. The hydraulic cylinder expands and contracts by hydraulic pressure guided from a hydraulic pressure source cylinder to drive the clutch.
【００１０】油圧源が空気圧シリンダによって伸縮駆動
される油圧源シリンダによって構成されるため、油圧源
が専用の油圧ポンプやアキュムレータで構成される場合
に比べて、油圧源による車両重量の増大を抑えるととも
に駆動損失を低減することができる。Since the hydraulic pressure source is constituted by a hydraulic pressure source cylinder which is driven to expand and contract by an air pressure cylinder, increase in vehicle weight due to the hydraulic pressure source can be suppressed as compared with the case where the hydraulic pressure source is constituted by a dedicated hydraulic pump or accumulator. Driving loss can be reduced.
【００１１】また、空気圧源を車両に設けられる例えば
ブレーキ装置と併用されるエアタンク等で構成すること
により、装置の簡素化とコンパクト化がはかれる。Further, the air pressure source is constituted by, for example, an air tank used in combination with a brake device provided in the vehicle, so that the device can be simplified and downsized.
【００１２】第２の発明において、油圧源シリンダと空
気圧シリンダを別体で形成することにより、油圧源シリ
ンダを例えばブレーキ装置に備えられるマスターシリン
ダとの間で共通化することが可能となり、製品のコスト
ダウンがはかれる。In the second aspect of the present invention, by forming the hydraulic source cylinder and the pneumatic cylinder separately, it becomes possible to share the hydraulic source cylinder with, for example, a master cylinder provided in a brake device. Cost reduction is achieved.
【００１３】第３の発明において、レバーを介して空気
圧ピストンに対する油圧ピストンのストロークを調節で
きる。In the third aspect, the stroke of the hydraulic piston with respect to the pneumatic piston can be adjusted via the lever.
【００１４】[0014]
【発明の実施の形態】以下、本発明の実施の形態を添付
図面に基づいて説明する。Embodiments of the present invention will be described below with reference to the accompanying drawings.
【００１５】図１に示すように、蓄圧式ハイブリッド車
両に備えられるトランスファ２０は第一軸２１と第二軸
２２の間に介装される多板クラッチ２５を備える。多板
クラッチ２５はその入力側ディスク２８に第二軸２２が
連結され、その出力側ディスク２９にプーリ３５が結合
される。第一軸２１にはプーリ３６が結合され、このプ
ーリ３６とプーリ３５の間にはベルト３７が掛け回さ
れ、多板クラッチ２５の接続時に第一軸２１と第二軸２
２が連動して回転するようになっている。As shown in FIG. 1, a transfer 20 provided in a pressure-accumulation hybrid vehicle includes a multiple disc clutch 25 interposed between a first shaft 21 and a second shaft 22. In the multi-plate clutch 25, the second shaft 22 is connected to an input disk 28, and a pulley 35 is connected to an output disk 29. A pulley 36 is connected to the first shaft 21, and a belt 37 is looped between the pulley 36 and the pulley 35. When the multi-plate clutch 25 is connected, the first shaft 21 and the second shaft 2
2 rotates in conjunction with each other.
【００１６】第一軸２１は図示しないトランスミッショ
ンの出力軸に連結されており、その回転をプロペラシャ
フト３１、デファレンシャルギア３２等を介して左右の
車輪３３に伝える。The first shaft 21 is connected to an output shaft of a transmission (not shown), and transmits its rotation to right and left wheels 33 via a propeller shaft 31, a differential gear 32, and the like.
【００１７】第二軸２２は油圧ポンプモータ３０の駆動
軸に連結されており、油圧ポンプモータ３０は図示しな
いアキュムレータに連通しており、車両の制動エネルギ
を回生するのに用いられる。減速走行時に多板クラッチ
２５が接続されることにより油圧ポンプモータ３０がポ
ンプとして回転し、これから吐出される作動油がアキュ
ムレータに蓄圧される。そして、加速走行時に多板クラ
ッチ２５が接続されるとともにアキュムレータに蓄圧さ
れた作動油が油圧ポンプモータ３０へと供給されること
により、油圧ポンプモータ３０がモータとして回転し、
この駆動力が各車輪３３へと伝えられ、消費エネルギの
節約がはかれる。他の走行条件では多板クラッチ２５が
切り離され、油圧ポンプモータ３０の回転が停止され
る。The second shaft 22 is connected to a drive shaft of a hydraulic pump motor 30. The hydraulic pump motor 30 communicates with an accumulator (not shown) and is used for regenerating braking energy of the vehicle. When the multi-plate clutch 25 is connected during deceleration traveling, the hydraulic pump motor 30 rotates as a pump, and hydraulic oil discharged from the hydraulic pump motor 30 is accumulated in the accumulator. When the multi-plate clutch 25 is connected during acceleration running and the hydraulic oil stored in the accumulator is supplied to the hydraulic pump motor 30, the hydraulic pump motor 30 rotates as a motor,
This driving force is transmitted to each wheel 33 to save energy consumption. Under other running conditions, the multiple disc clutch 25 is disengaged, and the rotation of the hydraulic pump motor 30 is stopped.
【００１８】トランスファ２０には多板クラッチ２５の
断接を駆動するアクチュエータとして油圧シリンダ４０
が設けられる。油圧シリンダ４０はトランスファ２０の
ケーシングに固定されるシリンダ部４１を備え、シリン
ダ部４１に油室４３を画成するピストン４１が摺動可能
に収装され、ピストン４２が多板クラッチ２５の入力側
ディスク２８に結合される。油圧源から導かれる作動油
圧が高められることによって油圧シリンダ４０が伸張し
て多板クラッチ２５が接続作動し、油圧源から導かれる
作動油圧が下げられることによって図示しないスプリン
グを介して油圧シリンダ４０が収縮して多板クラッチ２
５の接続が解除される。The transfer cylinder 20 includes a hydraulic cylinder 40 as an actuator for driving the connection and disconnection of the multi-plate clutch 25.
Is provided. The hydraulic cylinder 40 includes a cylinder portion 41 fixed to a casing of the transfer 20, and a piston 41 defining an oil chamber 43 is slidably housed in the cylinder portion 41, and the piston 42 is connected to an input side of the multi-plate clutch 25. Coupled to disk 28. When the operating oil pressure guided from the hydraulic pressure source is increased, the hydraulic cylinder 40 expands and the multi-plate clutch 25 is connected to operate. When the operating oil pressure guided from the hydraulic pressure source is reduced, the hydraulic cylinder 40 is connected via a spring (not shown). Shrink and multi-plate clutch 2
5 is released.
【００１９】油圧シリンダ４０に対する油圧源として油
圧源シリンダ１を備え、油圧シリンダ４０の油室４３と
油圧源シリンダ１の油室１３は油圧配管２７を介して連
通される。これにより、油圧シリンダ４０と油圧源シリ
ンダ１は油圧を介して互いに連動して伸縮作動する。The oil pressure source cylinder 1 is provided as an oil pressure source for the oil pressure cylinder 40, and an oil chamber 43 of the oil pressure cylinder 40 and an oil chamber 13 of the oil pressure source cylinder 1 are communicated via an oil pressure pipe 27. As a result, the hydraulic cylinder 40 and the hydraulic source cylinder 1 extend and contract in conjunction with each other via the hydraulic pressure.
【００２０】油圧源シリンダ１はそのシリンダ部１２に
油室１３を画成する油圧ピストン１１が摺動可能に収装
される。シリンダ部１２の途中には油室１３に作動油を
補給するリザーバタンク１４が接続される。The hydraulic power source cylinder 1 has a cylinder portion 12 in which a hydraulic piston 11 defining an oil chamber 13 is slidably housed. A reservoir tank 14 for supplying hydraulic oil to the oil chamber 13 is connected in the middle of the cylinder section 12.
【００２１】油圧源シリンダ１を伸縮駆動する空気圧シ
リンダ２を備える。空気圧シリンダ２はそのシリンダ部
２２に空気室２３を画成する空気圧ピストン２１が摺動
可能に収装される。空気圧ピストン２１は油圧ピストン
１１より縮径して形成され、空気圧シリンダ２に導かれ
る空気圧より油圧源シリンダ１に生じる油圧を高めるよ
うになっている。各ピストン１１，２１の受圧面積の比
率は、油圧ピストン１１に作用する油圧と空気圧ピスト
ン２１に作用する空気圧の比率に応じて決められる。A pneumatic cylinder 2 for driving a hydraulic source cylinder 1 to expand and contract is provided. The pneumatic cylinder 2 has a cylinder portion 22 in which an air pressure piston 21 defining an air chamber 23 is slidably housed. The pneumatic piston 21 is formed to have a smaller diameter than the hydraulic piston 11, so that the hydraulic pressure generated in the hydraulic power source cylinder 1 is higher than the air pressure guided to the pneumatic cylinder 2. The ratio of the pressure receiving areas of the pistons 11 and 21 is determined according to the ratio of the hydraulic pressure acting on the hydraulic piston 11 and the air pressure acting on the pneumatic piston 21.
【００２２】本実施の形態では、油圧源シリンダ１と空
気圧シリンダ２が互いに一体化して設けられる。油圧ピ
ストン１１と空気圧ピストン２１がそれぞれ一体形成さ
れるとともに、シリンダ部１２とシリンダ部２２がそれ
ぞれ一体形成される。In this embodiment, the hydraulic pressure source cylinder 1 and the pneumatic cylinder 2 are provided integrally with each other. The hydraulic piston 11 and the pneumatic piston 21 are integrally formed, respectively, and the cylinder part 12 and the cylinder part 22 are integrally formed.
【００２３】空気室２３の収縮方向に空気圧ピストン２
１を付勢するスプリング２４が介装される。空気圧シリ
ンダ２をスプリング２４に抗して伸張方向に駆動する空
気圧源としてエアタンク３が設けられ、空気圧室２３が
空気圧配管４を介してエアタンク３に連通している。エ
アタンク３はエアオーバハイドロブレーキ装置の空気圧
源としても用いられる。The pneumatic piston 2 moves in the contracting direction of the air chamber 23.
A spring 24 for urging 1 is interposed. An air tank 3 is provided as an air pressure source for driving the pneumatic cylinder 2 in the extension direction against a spring 24, and the pneumatic chamber 23 communicates with the air tank 3 via the pneumatic pipe 4. The air tank 3 is also used as an air pressure source of the air-over-hydro brake device.
【００２４】空気圧配管４の途中には減圧弁５と電磁弁
６が介装される。電磁弁６は空気圧配管４を開通させる
ポジションａと、空気圧配管４を遮断して空気圧室２３
の空気を逃がすポジションｂとを有し、コントローラ７
からの信号によってポジションａ，ｂを切換えて空気圧
シリンダ２に対する加圧空気の給排を行う。コントロー
ラ７は多板クラッチ２５を接続作動させる場合に電磁弁
６をポジションａに切換え、多板クラッチ２５を切断作
動させる場合に電磁弁６をポジションｂに切換える。A pressure reducing valve 5 and a solenoid valve 6 are interposed in the pneumatic piping 4. The solenoid valve 6 is located at a position a where the pneumatic pipe 4 is opened and the pneumatic chamber 23
And the controller 7 has a position b for allowing air to escape.
The positions a and b are switched in accordance with the signal from the controller 2 to supply and discharge the pressurized air to and from the pneumatic cylinder 2. The controller 7 switches the solenoid valve 6 to the position a when the multiple disc clutch 25 is engaged, and switches the solenoid valve 6 to the position b when the multiple disc clutch 25 is disengaged.
【００２５】油圧配管２７の途中には圧力スイッチ２８
が設けられ、圧力スイッチ２８は油圧配管２７内の圧力
が所定値以上に上昇するとＯＮになり、油圧配管２７内
の圧力が所定値より低下するとＯＦＦになる。コントロ
ーラ７は圧力スイッチ２８の信号を入力して多板クラッ
チ２５の接続作動を検知する。In the middle of the hydraulic pipe 27, a pressure switch 28
The pressure switch 28 is turned on when the pressure in the hydraulic pipe 27 rises above a predetermined value, and turned off when the pressure in the hydraulic pipe 27 falls below a predetermined value. The controller 7 receives the signal of the pressure switch 28 and detects the connection operation of the multi-plate clutch 25.
【００２６】エアタンク３には圧力スイッチ９が設けら
れ、コントローラ７は圧力スイッチ９の信号を入力して
エアタンク３の圧力を検知する。The air tank 3 is provided with a pressure switch 9, and the controller 7 receives the signal of the pressure switch 9 and detects the pressure of the air tank 3.
【００２７】以上のように構成されて、次に作用につい
て説明する。The operation is described below.
【００２８】電磁弁６をポジションａに切換えてエアタ
ンク３からの加圧空気を空気圧シリンダ２に送ることに
よって空気圧シリンダ２を伸張させるとともに油圧源シ
リンダ１を収縮させ、油圧源シリンダ１から吐出する作
動油が油圧配管２７を介して油圧シリンダ４０に送られ
ることによって油圧シリンダ４０が伸張して多板クラッ
チ２５が接続作動する。The operation of switching the solenoid valve 6 to the position a and sending the pressurized air from the air tank 3 to the pneumatic cylinder 2 to expand the pneumatic cylinder 2 and contract the hydraulic source cylinder 1 to discharge from the hydraulic source cylinder 1 When the oil is sent to the hydraulic cylinder 40 via the hydraulic pipe 27, the hydraulic cylinder 40 expands and the multiple disc clutch 25 is connected.
【００２９】一方、電磁弁６をポジションｂに切換え、
空気圧配管４を遮断して空気圧シリンダ２の空気を逃が
すことによって空気圧シリンダ２を収縮させるとともに
油圧源シリンダ１を伸張させ、油圧シリンダ４０の作動
油が油圧配管２７を介して油圧源シリンダ１へと作動油
が戻されることによって油圧シリンダ４０が収縮して多
板クラッチ２５が切断作動する。On the other hand, the solenoid valve 6 is switched to the position b,
By shutting off the pneumatic pipe 4 and allowing the air in the pneumatic cylinder 2 to escape, the pneumatic cylinder 2 is contracted and the hydraulic source cylinder 1 is extended, so that the hydraulic oil of the hydraulic cylinder 40 flows to the hydraulic source cylinder 1 via the hydraulic pipe 27. When the hydraulic oil is returned, the hydraulic cylinder 40 contracts, and the multi-plate clutch 25 is disconnected.
【００３０】多板クラッチ２５を駆動するアクチュエー
タとして油圧シリンダ４０を用いる構造により、多板ク
ラッチ２５を空気圧シリンダを介して駆動する構造に比
べて、アクチュエータの取り付けスペースによってトラ
ンスファ２０が大型化することを避けられる。The structure in which the hydraulic cylinder 40 is used as an actuator for driving the multi-plate clutch 25 makes it possible to increase the size of the transfer 20 due to the mounting space for the actuator, compared to a structure in which the multi-plate clutch 25 is driven via a pneumatic cylinder. can avoid.
【００３１】そして、油圧シリンダ４０を駆動する油圧
源として空気圧シリンダ２によって伸縮駆動される油圧
源シリンダ１が設けられることにより、油圧源が専用の
油圧ポンプやアキュムレータで構成される従来装置に比
べて、油圧源による車両重量の増大を抑えるとともに駆
動損失を低減することができる。そして、空気圧シリン
ダ２を駆動する空気圧源としてエアオーバハイドロブレ
ーキ装置と併用されるエアタンク３が設けられることに
より、システムの大幅な簡素化とコンパクト化がはかれ
る。By providing the hydraulic power source cylinder 1 which is driven to expand and contract by the pneumatic cylinder 2 as a hydraulic power source for driving the hydraulic cylinder 40, a hydraulic power source is provided as compared with a conventional device in which a hydraulic power source is constituted by a dedicated hydraulic pump or accumulator. In addition, it is possible to suppress an increase in vehicle weight due to the hydraulic pressure source and reduce driving loss. By providing the air tank 3 used together with the air-over-hydro brake device as an air pressure source for driving the pneumatic cylinder 2, the system can be greatly simplified and downsized.
【００３２】次に図２に示す他の実施の形態を説明す
る。なお、前記実施の形態と同一構成部には同一符号を
付す。Next, another embodiment shown in FIG. 2 will be described. The same components as those in the above-described embodiment are denoted by the same reference numerals.
【００３３】油圧源シリンダ１と空気圧シリンダ２は別
体で形成され、油圧ピストン１１のピスンロッド１５と
空気圧ピストン２１のピストンロッド２５がピン５１を
介して連結される。The hydraulic source cylinder 1 and the pneumatic cylinder 2 are formed separately, and the piston rod 15 of the hydraulic piston 11 and the piston rod 25 of the pneumatic piston 21 are connected via a pin 51.
【００３４】この場合、油圧源シリンダ１を例えばブレ
ーキ装置に備えられるマスターシリンダとの間で共通化
することが可能となり、製品のコストダウンがはかれ
る。In this case, the hydraulic source cylinder 1 can be shared with, for example, a master cylinder provided in a brake device, and the cost of the product can be reduced.
【００３５】次に図３に示す他の実施の形態を説明す
る。なお、前記実施の形態と同一構成部には同一符号を
付す。Next, another embodiment shown in FIG. 3 will be described. The same components as those in the above-described embodiment are denoted by the same reference numerals.
【００３６】油圧源シリンダ１と空気圧シリンダ２は別
体で形成され、油圧ピストン１１のピスンロッド１５と
空気圧ピストン２１のピストンロッド２５がレバー５２
を介して連結される。The hydraulic source cylinder 1 and the pneumatic cylinder 2 are formed separately, and the piston rod 15 of the hydraulic piston 11 and the piston rod 25 of the pneumatic piston 21 are connected to a lever 52.
Are connected via.
【００３７】レバー５２はその基端がピン５３を介して
車体側に回動可能に結合され、その先端にピン５４を介
して空気圧シリンダ２のピストンロッド２５が連結さ
れ、その途中に接ぎ手５５を介して油圧源シリンダ１の
ピストンロッド１５が連結される。The lever 52 has a base end rotatably connected to the vehicle body via a pin 53, a tip end of which is connected to the piston rod 25 of the pneumatic cylinder 2 via a pin 54. The piston rod 15 of the hydraulic power source cylinder 1 is connected via the.
【００３８】この場合、レバー５２に対するピストンロ
ッド１５の連結位置を任意に設定することにより、油圧
源シリンダ１のストロークを適正にすることができる。In this case, by setting the connecting position of the piston rod 15 to the lever 52 arbitrarily, the stroke of the hydraulic power source cylinder 1 can be made appropriate.
【００３９】本発明は電気モータを用いるハイブリッド
車両に備えられるトランスファ、四輪駆動車両に備えら
れるトランスファ等にも適用できる。The present invention can be applied to a transfer provided in a hybrid vehicle using an electric motor, a transfer provided in a four-wheel drive vehicle, and the like.
【図１】本発明の実施の形態を示す構成図。FIG. 1 is a configuration diagram showing an embodiment of the present invention.
【図２】他の実施の形態を示す構成図。FIG. 2 is a configuration diagram showing another embodiment.
【図３】さらに他の実施の形態を示す構成図。FIG. 3 is a configuration diagram showing still another embodiment.
１ 油圧源シリンダ ２ 空気圧シリンダ ３ エアタンク ６ 電磁弁 ７ コントローラ １１ 油圧ピストン ２１ 空気圧ピストン ２５ 多板クラッチ ４０ 油圧シリンダ Reference Signs List 1 hydraulic source cylinder 2 pneumatic cylinder 3 air tank 6 solenoid valve 7 controller 11 hydraulic piston 21 pneumatic piston 25 multi-plate clutch 40 hydraulic cylinder
───────────────────────────────────────────────────── フロントページの続き Ｆターム(参考） 3D039 AA00 AB01 AB11 AB26 AC03 AC21 3J057 AA04 AA07 AA08 CB11 GD01 GD22 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3D039 AA00 AB01 AB11 AB26 AC03 AC21 3J057 AA04 AA07 AA08 CB11 GD01 GD22
Claims (3)
クラッチと、 前記クラッチを駆動する油圧シリンダと、 前記油圧シリンダに導かれる駆動油圧を発生する油圧源
シリンダと、 前記油圧源シリンダを駆動する空気圧シリンダと、 前記車両に搭載される空気圧源と、 前記空気圧源から導かれる加圧空気を前記空気圧シリン
ダに給排する弁手段と、 を備えたことを特徴とする車両のクラッチ駆動装置。1. A clutch interposed in a path for transmitting a driving force of a wheel, a hydraulic cylinder for driving the clutch, a hydraulic source cylinder for generating a driving hydraulic pressure guided to the hydraulic cylinder, and the hydraulic source cylinder A pneumatic cylinder for driving the vehicle, a pneumatic source mounted on the vehicle, and valve means for supplying and discharging pressurized air guided from the pneumatic source to the pneumatic cylinder. apparatus.
を別体で形成したことを特徴とする請求項１に記載の車
両のクラッチ駆動装置。2. The clutch driving device for a vehicle according to claim 1, wherein the hydraulic pressure source cylinder and the pneumatic cylinder are formed separately.
トンと、 前記空気圧シリンダに収装される空気圧ピストンと、 前記空気圧ピストンに対する前記油圧ピストンのストロ
ークを調節するレバーと、 を備えたことを特徴とする請求項１または２に記載の車
両のクラッチ駆動装置。3. A hydraulic piston housed in the hydraulic source cylinder, a pneumatic piston housed in the pneumatic cylinder, and a lever for adjusting a stroke of the hydraulic piston with respect to the pneumatic piston. The clutch drive device for a vehicle according to claim 1 or 2, wherein:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11159519A JP2000346093A (en) | 1999-06-07 | 1999-06-07 | Clutch driving device for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11159519A JP2000346093A (en) | 1999-06-07 | 1999-06-07 | Clutch driving device for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2000346093A true JP2000346093A (en) | 2000-12-12 |
Family
ID=15695552
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11159519A Pending JP2000346093A (en) | 1999-06-07 | 1999-06-07 | Clutch driving device for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2000346093A (en) |
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